Spremberger Stadtbahn T 1
| Spremberger Stadtbahn T 1 | |
|---|---|
 Dimensional sketch
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| Numbering: | Spremberger Stadtbahn : T 1 |
| Number: | 1 |
| Manufacturer: | Christoph & Unmack Niesky |
| Year of construction (s): | 1925 |
| Retirement: | 1933 |
| Type : | (1A) (A1) bm |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 14,000 mm |
| Height: | 4,130 mm |
| Width: | 2,750 mm |
| Trunnion Distance: | 8,200 mm |
| Bogie axle base: | 1,500 mm |
| Total wheelbase: | 9,700 mm |
| Service mass: | 25,900 kg |
| Wheel set mass : | 6,500 kg |
| Top speed: | 36 km / h |
| Installed capacity: | 2 × 55.2 kW (2 × 75 PS) |
| Wheel diameter: | 850 mm |
| Motor type: | AEG |
| Motor type: | Six-cylinder four-stroke petrol engine |
| Rated speed: | 950 min −1 |
| Power transmission: | mechanically |
| Brake: | Compressed air brake type Knorr |
| Seats: | 48 |
| Classes : | 3. |
The Spremberger Stadtbahn T1 railcar was a vehicle of the Spremberger Stadtbahn .
It was procured for passenger traffic on the standard gauge line of the Spremberg connecting railway . The railcar was in operation until the end of the connecting line in 1933. Then it was dismantled; the engine systems could be sold, the car body found stationary use.
History and constructive features
This vehicle was procured in 1925 in order to streamline operations on the Spremberg connection line. In accordance with the requirements of carrying two sidecars with a slope of 25 ‰ if necessary , the car built by Christoph & Unmack was equipped with two six-cylinder four-stroke petrol engines with a total output of 150 hp and a four-speed gearbox controlled by compressed air . The drive system was supplied by AEG . With the help of the two motors, the required drive power could be adapted to the operating conditions.
The car body came from Christoph & Unmack and, in addition to 48 3rd class seats, had a compartment for luggage and express goods. The machinery was located in the middle of the car body under the floor and powered the inner axles of the bogies via cardan shafts. A Knorr type compressed air brake was used to brake the vehicle . The car was heated by the exhaust gases from the engine system. In addition to the headlights, a signal whistle and a signal bell were attached to the outside of the vehicle .
The use of the railcar reduced the travel time from 8 to 6.5 minutes compared to steam operation. Since the fare was halved at the same time, there was a sharp increase in passenger traffic. This was short-lived. When in 1927/28 a new road was built from the Spremberg Hbf to the Spremberg city station, the normal-gauge line in Spremberg was deprived of its economic basis. When the line was dismantled in 1933, the T1 was retired. The machine system could be sold, the car body was used stationary.
literature
- Klaus Jünemann, Erich Preuß : Narrow gauge railways between the Spree and Neisse . Transpress Publishing House for Transportation, Berlin 1985.
Web links
Individual evidence
- ^ Klaus Jünemann, Erich Preuß: Narrow gauge railways between the Spree and Neisse . Transpress Verlag for Transport, Berlin 1985, p. 48 .